NextGen Equipage: ADS-B Out Equipage Rates Are Increasing, but FAA Must Address Airspace Access Issues

NextGen Equipage: ADS-B Out Equipage

Rates Are Increasing, but FAA Must

Address Airspace Access Issues

Report No. AV2020014

December 18, 2019

NextGen Equipage: ADS-B Out Equipage Rates Are Increasing,

but FAA Must Address Airspace Access Issues

Requested by Chairman Bill Shuster and Frank LoBiondo of the House Committee on Transportation and

Infrastructure and its Subcommittee on Aviation

Federal Aviation Administration

| AV2020014 | December 18, 2019

What We Looked At

The Federal Aviation Administration’s (FAA) Next Generation Air Transportation System (NextGen) is a

multibillion-dollar transportation infrastructure project that requires airspace users to purchase and install new

avionics on their aircraft. This includes Automatic Dependent Surveillance–Broadcast (ADS-B) Out, which FAA

has mandated all operators who intend on flying in most controlled domestic airspace install by January 1,

2020. Citing concerns about whether operators will meet the 2020 deadline, the then-Chairmen of the House

Committee on Transportation and Infrastructure and its Aviation Subcommittee requested that we provide

information regarding equipage rates for ADS-B and other NextGen technologies on air carrier and general

aviation aircraft. Accordingly, our audit objectives were to (1) determine the equipage rates for ADS-B and

other NextGen-enabling technologies on commercial and general aviation aircraft, (2) ascertain the reasons

behind aircraft operators’ decisions to equip or not equip with these technologies, and (3) assess FAA and

aircraft operators’ plans to meet the 2020 ADS-B Out equipage deadline.

What We Found

We found that ADS-B Out equipage rates are increasing as the 2020 deadline approaches with other equipage

rates varying depending on the NextGen technology. In addition, operators are installing ADS-B Out primarily

due to the mandate but also consider financial and operational factors when equipping with NextGen

technologies, such as potential benefits. Finally, most commercial and turbine-powered general aviation

operators who will fly in ADS-B Out airspace plan on meeting the 2020 deadline. However, FAA has not

finalized procedures needed by non-equipped operators to access ADS-B Out airspace.

Our Recommendations

We made three recommendations to FAA concerning having the necessary systems and procedures in

place so operators can access ADS-B Out required airspace. FAA concurred with two of our

recommendations and provided appropriate planned actions and completion dates. It did not concur

with one recommendation to analyze the feasibility of developing automated systems to provide

operators with more timely information regarding GPS outages or degradation. The Agency concluded

that developing these additional systems is redundant and an inefficient use of resources. Based on its

response, we believe that FAA has assessed the feasibility of developing automated systems as noted in

recommendation 2. We consider this recommendation closed.

All OIG audit reports are available on our website at www.oig.dot.gov.

For inquiries about this report, please contact our Office of Government & Public Affairs at (202) 366-8751.

AV2020014

Contents

Memorandum 1

Results in Brief 3

Background 4

ADS-B Equipage Out Rates Are Increasing, With Other Equipage Rates

Varying Depending on the NextGen Technology 6

Operators Are Installing ADS-B Out Due to the 2020 Mandate but Also

Consider Operational and Financial Factors When Equipping With

NextGen Technologies 11

While Most Operators Who Will Fly in ADS-B Out Airspace Will Meet the

2020 Deadline, Airspace Access Issues Remain 15

Conclusion 19

Recommendations 19

Agency Comments and OIG Response 19

Actions Required 20

Exhibit A. Scope and Methodology 21

Exhibit B. Organizations Visited or Contacted 23

Exhibit C. List of Acronyms 25

Exhibit D. Description, Expected Benefits, and Required Equipment for

NextGen Technologies 26

Exhibit E. Photos of ADS-B Out Avionics 27

Exhibit F. ADS-B Out Equipage by Aircraft Operation/Type: May 2018 to

October 2019 28

Exhibit G. Major Contributors to This Report 31

Appendix. Agency Comments 32

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U.S. DEPARTMENT OF TRANSPORTATION

OFFICE OF INSPECTOR GENERAL

Memorandum

Date: December 18, 2019

Subject: ACTION: NextGen Equipage: ADS-B Out Equipage Rates Are Increasing, but FAA

Must Address Airspace Access Issues | Report No. AV2020014

From: Matthew E. Hampton

Assistant Inspector General for Aviation Audits

To: Federal Aviation Administrator

The Federal Aviation Administration’s (FAA) Next Generation Air Transportation

System (NextGen) is a multibillion-dollar transportation infrastructure project

intended to modernize our Nation’s aging air traffic system and provide safer and

more efficient air travel. Implementing NextGen is a complex undertaking and

requires joint investments from FAA (for new ground systems for controllers) and

airspace users (for new avionics and displays for pilots) to realize expected

benefits.

There are several key NextGen technologies that require airspace users to

purchase and install new avionics on their aircraft, including one effort that has

been mandated by FAA, the Automatic Dependent Surveillance–Broadcast

(ADS-B),

and others that are optional, such as Data Communications

(DataComm).

FAA has mandated that aircraft operating in most controlled

domestic airspace be equipped with ADS-B Out

technology by January 1, 2020.

Citing concerns about whether operators will meet the 2020 deadline,

then-Chairmen of the House Committee on Transportation and Infrastructure and

its Aviation Subcommittee

requested that we provide information regarding

ADS-B technology uses the satellite-based Global Position System (GPS) and is intended to allow FAA to transition

from ground-based radar to a satellite-based system for improving surveillance and management of air traffic.

DataComm provides a 2-way digital communications link between controllers and flight crews, improving accuracy

and safety. FAA has implemented data link technology at towers and is in the process of implementing the system at

facilities that monitor high-altitude air traffic.

ADS-B Out is the current stage of the program and refers to an aircraft broadcasting its position and other

information to ground systems so the information can be seen on controller displays.

14 CFR § 91.225 and 14 CFR § 91.227 (May 2010).

Chairman Bill Shuster of the U.S. House of Representatives Committee on Transportation and Infrastructure and

Chairman Frank A. LoBiondo of the Subcommittee on Aviation requested this audit on November 21, 2017.

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equipage rates for ADS-B and other NextGen technologies on air carrier and

general aviation aircraft as well as the reasons operators decide to equip their

aircraft. In addition, they requested that we assess FAA’s and operators’ plans for

meeting the 2020 ADS-B Out deadline.

Accordingly, our audit objectives were to (1) determine the equipage rates for

ADS-B and other NextGen-enabling technologies on commercial and general

aviation aircraft,

(2) ascertain the reasons behind aircraft operators’ decisions to

equip or not equip with these technologies, and (3) assess FAA and aircraft

operators’ plans to meet the 2020 ADS-B Out equipage deadline.

We conducted this audit in accordance with generally accepted Government

auditing standards. We focused on installation of three NextGen technologies on

commercial and general aviation aircraft: ADS-B Out, DataComm, and

Performance Based Navigation (PBN).

Exhibit A details our scope and

methodology. Exhibit B lists the organizations we visited or contacted.

We appreciate the courtesies and cooperation of FAA representatives during this

audit. If you have any questions concerning this report, please call me at

(202) 366-0500 or Robin Koch, Program Director, at (404) 562-3770.

cc: The Secretary

DOT Audit Liaison, M-1

FAA Audit Liaison, AAE-100

In July 2019, we provided the House Committee of Transportation and Infrastructure and its Aviation Subcommittee

with a briefing regarding our preliminary results related to ADS-B Out equipage rates. See Letter to Chairmen DeFazio

and Larson and Ranking Members Graves and Graves Regarding ADS-B Out Equipage, September 12, 2019. OIG reports

are available on our website at http://www.oig.dot.gov

PBN is a satellite-enabled form of air navigation that provides for greater route precision and accuracy. PBN

procedures require various avionics capabilities depending on the level of desired navigation precision and accuracy.

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Results in Brief

ADS-B Out equipage rates are increasing as the 2020 deadline

approaches, with other equipage rates varying depending on the

NextGen technology.

Over 85,000 commercial, international, and general aviation aircraft were in

compliance with the ADS-B Out mandate as of October 1, 2019, nearly doubling

the number of equipped aircraft as of May 1, 2018. While equipage rates

increased for all operators, they varied among the different segments of the

industry, with 89 percent of commercial aircraft, 70 percent of international

aircraft, and 51 percent of general aviation aircraft being deemed compliant. Also,

among general aviation operators, 71 percent of higher-end turbojet and

turboprop operators have equipped with ADS-B Out while only 47 percent of

single- and multi-engine piston operators have done so. With regard to other

NextGen technologies, there are 7,800 DataComm-equipped aircraft flying in U.S.

airspace as of September 2019, all of which are commercial and turbine-powered

general aviation aircraft. Further, while most commercial and turbine-powered

general aviation aircraft are equipped to fly less complex PBN procedures,

only

mainline commercial carriers’ aircraft are largely equipped to fly more complex

PBN routes.

Operators are installing ADS-B Out primarily due to the mandate but

also consider financial and operational factors, such as potential

benefits, when equipping with NextGen technologies.

Although the mandate is the primary driver for the decision to equip with ADS-B,

deciding whether and when to equip also involves other factors. For example,

one mainline operator planned to equip its aircraft in mid-2018 and throughout

2019 in stages, mostly during slower travel periods, because it did not want to

affect its operations during peak flying periods. While the installation of ADS-B

Out equipage has increased, some operators and their representatives raised

concerns about not achieving anticipated benefits from ADS-B, such as reduced

separation standards in high-altitude airspace. According to FAA, it has initiatives

ongoing that will capitalize on the operational and safety benefits envisioned

when the ADS-B program was launched. However, it is uncertain if or when these

benefits will be realized. In contrast, commercial and high-end general aviation

aircraft operators are equipping with DataComm mainly due to operational

benefits, including decreased gate and taxi delays and reduced communication

time between controllers and pilots. Likewise, aircraft operators equip with PBN

technology mainly for the potential benefits it can provide, such as more direct

flights and reduced fuel burn. However, similar to ADS-B, DataComm and PBN

benefits for airspace users have yet to be fully realized, potentially impacting the

overall expected benefits of NextGen.

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While most commercial and turbine-powered general aviation operators

who will fly in ADS-B Out airspace plan on meeting the 2020 deadline,

several airspace access issues have not been addressed by FAA.

It is likely that most mainline and regional commercial operators along with

higher-end, turbine-powered general aviation operators who intend on flying in

ADS-B required airspace will meet the 2020 deadline by either installing

(1) compliant equipment on their aircraft in time or (2) previously filing for an

exemption,

which allowed operators to install a compliant transponder by the

2020 deadline but delay updating their aircraft’s position source until December

31, 2024. Further, some smaller commercial operators have not equipped their

aircraft with ADS-B Out and may not meet the 2020 deadline. In addition, many

piston-engine general aviation aircraft will not be equipped by the 2020 deadline,

though not all of these operators will have to equip for various reasons, such as

not flying in ADS-B Out airspace. In addition, FAA does not plan on completely

prohibiting non-equipped aircraft from flying in this airspace. Operators without

ADS-B Out on their aircraft will need to determine if back-up surveillance is

available and contact air traffic control at least an hour in advance of flying for

flight route approval. Without this approval, FAA may deny them access to most

controlled airspace.

However, FAA has not finalized procedures allowing

operators to confirm the availability of back-up surveillance. Furthermore, the

Agency lacks systems for timely notification regarding Global Positioning System

(GPS) outages and for requesting authorization to fly in ADS-B airspace.

As a

result, non-equipped operators may find it difficult to access ADS-B Out airspace.

We are making recommendations to FAA concerning having the necessary

systems and procedures in place so operators can access ADS-B Out required

airspace.

Background

Since fiscal year 2004, FAA has been developing NextGen, a multibillion-dollar

transportation infrastructure project intended to modernize our Nation’s aging

air traffic system and provide safer and more efficient air traffic management.

NextGen is a complex undertaking and requires stakeholders, including

Exemption Number 12555, FAA, August 20, 2015.

Non-equipped operators will have the ability to access ADS-B Out airspace in 2020 and beyond. However, they must

confirm that backup surveillance services are available for their proposed route and receive authorization from FAA to

fly in the airspace at least an hour in advance.

This encompasses most airspace where a transponder is required to operate.

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commercial carriers and general aviation operators, to purchase and install new

technologies on their aircraft.

These technologies

include:

ADS-B. ADS-B uses satellite-based technology, including GPS and a network of

ground stations, to transmit position information more frequently and accurately

than ground-based radars (see figure 1). ADS-B consists of two services:

• Out, which broadcasts an aircraft’s flight position data to the ADS-B

ground system and controller displays. It is expected to provide more

accurate information to track aircraft in the air and on the ground; and

• In, which displays flight information in the cockpit, including the location

of other aircraft. It also provides pilots with weather and other critical

information.

Figure 1. ADS-B Schematic

Source: FAA

See exhibit D for detailed explanation of each technology, including the expected benefits and required equipment.

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In May 2010, FAA issued a final rule requiring all aircraft operators that fly in most

controlled airspace install ADS-B Out by January 1, 2020. To meet the

requirements, an operator must equip their aircraft with: (1) a qualified Global

Navigation Satellite System position source, (2) an Out-capable transponder, and

(3) an appropriate antenna.

If operators do not equip their aircraft, they must

contact air traffic control at least an hour in advance for flight route approval and

may be denied access to certain airspace.

DataComm. Provides a two-way digital communications link between controllers

and flight crews, improving accuracy and safety. FAA has implemented the

technology at 62 air traffic control towers and is in the process of implementing

the system at facilities that manage high-altitude air traffic.

PBN. A satellite-enabled form of air navigation that provides for greater route

precision and accuracy. There are two types of PBN procedures:

• Area Navigation (RNAV), which allow aircraft to fly any desired flight path

without the limitations imposed by ground-based navigation systems; and

• Required Navigation Performance (RNP), which adds monitoring and

alerting capabilities that allow aircraft to fly more precise flight paths into

and out of airports.

Benefits of these routes include: saving fuel, reducing flight times, increasing

traffic flow and capacity, and reducing exhaust emissions. PBN procedures

require various avionics capabilities depending on the level of desired navigation

precision and accuracy.

ADS-B Equipage Out Rates Are Increasing, With

Other Equipage Rates Varying Depending on the

NextGen Technology

As the 2020 deadline approaches, overall ADS-B Out equipage rates are

increasing. However, equipage rates vary among operators, with mainline and

regional commercial carriers and higher-end general aviation operators

equipping at a higher rate than smaller carriers and piston engine general

aviation operators. In addition, DataComm and PBN equipage varies depending

on the technology, though those technologies are primarily on commercial and

higher-end general aviation aircraft.

See exhibit E for pictures of ADS-B equipment.

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ADS-B Out Equipage Rates Are Increasing

but Vary by Segment of the Industry

As the 2020 deadline approaches, overall ADS-B Out equipage rates are

increasing, with some operator segments having their fleets nearly fully

equipped. According to FAA’s data, 85,311 commercial, international, and general

aviation aircraft were in compliance with the ADS-B Out mandate as of October 1,

2019, a nearly 96 percent increase in aircraft equipped since May 1, 2018 (see

figure 2).

Figure 2. Total Number of Commercial, International, and General

Aviation Aircraft Equipped With ADS-B Out:

May 1, 2018 to October 1, 2019

20,000

40,000

60,000

80,000

100,000

Source: FAA/MITRE

While equipage rates increased for all operators, they varied among the different

segments of the industry, with 89 percent of commercial aircraft, 70 percent of

international aircraft, and 51 percent of general aviation aircraft being deemed

compliant (see table 1).

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Table 1. ADS-B Out Compliant Aircraft by Operator and

Operation/Engine Type, as of October 1, 2019

Operator

Operation/Engine

Type

Number of

Aircraft Observed

Compliant

Total Number of

Aircraft

Percentage of

Aircraft

Observed

Compliant

Commercial

(Domestic)

Mainline 4,485 4,847 93%

Regional 1,585 1,792 88%

Other* 330 527 63%

Subtotal 6,400 7,166 89%

International

6,507 9,296 70%

General Aviation Turbojet/Turboprop 15,919 22,289 71%

Single/Multi-Engine

Piston

56,485 120,390 47%

Subtotal 72,404 142,679 51%

Total 85,311 159,141 54%

*Other carriers consist of 38 commercial and cargo airlines that make up roughly 7 percent of the

fleet. They are small operators, with 21 of them operating 11 aircraft or less.

Source: FAA/MITRE

FAA’s data also show that equipage rates vary among operators depending on

the type of operation or engine type.

Commercial Operators. Mainline and regional commercial carriers

are

equipping at a higher rate than smaller, commercial carriers. ADS-B Out equipage

rates at mainline (93 percent) and regional (88 percent) carriers have nearly

tripled since May 1, 2018. However, while equipage at smaller, commercial

operators has significantly increased since May 2018, only 63 percent of this fleet

have equipped. In addition, 19 of these carriers have 50 percent or less of their

The international fleet is comprised of Part 129 aircraft along with other foreign aircraft that fly into U.S. controlled

airspace. Due to the requirements of the ADS-B Out rule, foreign operators must meet the same equipage

requirements as domestic commercial and general aviation operators.

See exhibit A for ADS-B Out equipage information by aircraft operation/type from May 2018 to July 2019.

Per FAA’s definition, mainline carriers consist of 11 commercial airlines that make up 68 percent of the Part 121

fleet. Regional carriers consist of 14 commercial and cargo airlines that make up 25 percent of the Part 121 fleet.

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fleet equipped, with 9 of them not equipping any of their aircraft with ADS-B

Out.

General Aviation Operators. Compared to commercial operators, general

aviation operators have equipped at a lower rate, with 71 percent of higher-end

turbojet and turboprop operators estimated to equip with ADS-B Out having

done so, while only 47 percent of single- and multi-engine piston operators have

equipped.

DataComm Equipage Is Limited to

Commercial and Higher-End General

Aviation Aircraft

According to FAA’s data, there are 7,800 DataComm-equipped aircraft flying in

U.S. airspace as of October 2019. Of this total, 3,166, or 41 percent, are domestic

commercial aircraft; 2,688, or 34 percent, are general aviation aircraft, and 1,946,

or 25 percent, are international aircraft (see table 2). The 3,166 domestic

commercial-equipped aircraft represent 72 percent of the total domestic fleet

that can be equipped with DataComm and 44 percent of the total U.S. jet fleet.

Table 2. DataComm Equipage as of October 2019

Operator

Total Aircraft Equipped with

DataComm

Percentage of Total

Equipped Aircraft

Commercial (Domestic)

3,166

41%

International

1,946

25%

General Aviation

2,688

34%

Total

7,800

100%

Source: FAA

Commercial-equipped aircraft include most Boeing and larger Airbus models,

such as the A330. Mid-sized Airbus’, such as the A300, older aircraft, and regional

aircraft (both piston and turbine engine) are generally not equipped with the

technology. In addition, all 2,688-equipped general aviation aircraft are business

According to FAA, mainline and regional commercial carriers make up 93 percent of the total commercial fleet it

tracks for ADS-Out equipage, with smaller carriers making up the remaining 7 percent.

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jets and classified as turbojets, with no turboprop or piston-powered aircraft

currently equipped.

While Most Mainline Commercial

Operators Are Equipped To Fly Advanced

PBN Procedures, Other Operators Have

Equipped at a Much Lower Rate

According to FAA’s data, nearly all commercial, international, and higher-end

general aviation aircraft are equipped to fly less complex PBN (Area Navigation,

or RNAV) procedures as of October 1, 2019. However, while 94 percent of

mainline commercial carriers’ aircraft are equipped to fly more complex PBN

routes (Required Navigation Performance, or RNP), only 41 percent of regional

aircraft, 45 percent of other commercial aircraft, 27 percent of international

aircraft, and 9 percent of higher-end general aviation aircraft are equipped to fly

these routes (see table 3).

Table 3. PBN Equipage Rates by Operator and Type of Operation

as of October 1, 2019

Operator

Type of

Operation

RNAV–

Capable

Aircraft

Total

Aircraft

% of

RNAV-

Capable

Aircraft

RNP-

Capable

Aircraft

Total

Aircraft

% of

RNP-

Capable

Aircraft

Commercial

(Domestic)

Mainline

4,847

100%

4,563

4,847

94%

Regional

1,792

100%

743

1,792

41%

Other

522

527

99%

237

527

45%

International

6,647

6,758

98%

1,837

6,758

27%

General

Aviation –

Turbojet/

Turboprop

20,936

21,152

99%

2,009

21,152

Source: FAA

The non-RNP capable mainline aircraft include MD-80s and DC-9s at passenger

carriers and A300s at cargo operators. Most non-equipped regional aircraft are

older regional jets while non-equipped other carriers’ aircraft cover all types,

While FAA did not provide complete statistics regarding the number of PBN-equipped General Aviation

Single/Multi-Engine aircraft, its data showed that less than 10 percent of these aircraft are equipped to fly RNAV

procedures and less than 1 percent are equipped to fly RNP procedures.

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ranging from Boeing 737s and 747s to regional jets to turboprops. According to

FAA and industry officials, most new aircraft are equipped with the technology

necessary to operate both RNAV and RNP routes.

Operators Are Installing ADS-B Out Due to the

2020 Mandate but Also Consider Operational and

Financial Factors When Equipping With NextGen

Technologies

Commercial and general aviation operators who equip with ADS-B Out are doing

so primarily due to the 2020 mandate but also consider operational, financial,

and other factors when deciding whether and when to equip. They also consider

these same factors when determining whether to install DataComm and PBN.

However, operators are realizing limited operational and financial benefits from

installing each of these technologies.

The ADS-B Out Mandate Is Driving

Equipage, but Additional Factors Impact

Operators’ Decisions

According to FAA and MITRE officials, commercial carrier representatives, general

aviation operators, aviation industry groups, and other aviation stakeholders we

spoke with, operators are equipping with ADS-B Out primarily due to the 2020

mandate. They also consider additional factors when deciding whether to equip

their aircraft with the technology and when to install it. These include:

Operational Factors. Installing ADS-B Out requires operators to ground aircraft

in order to install the necessary equipment. For commercial and higher-end

general aviation operators, this requires advance planning to minimize

operational impacts. For example, one mainline operator planned to equip its

aircraft in late 2018 and throughout 2019 in stages, mostly during slower travel

periods, because it did not want to impact its operations during peak periods.

In addition, while larger commercial operators often use in-house maintenance

facilities to install ADS-B Out equipment, smaller commercial and general aviation

operators generally schedule their installations with outside maintenance shops.

This requires advance planning to reserve slots at outside maintenance facilities

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in order to install the equipment, particularly at popular maintenance shops or in

areas with a high concentration of aircraft, such as south Florida.

Cost Factors. While new commercial and high-end general aviation aircraft are

equipped with ADS-B Out, retrofitting it on existing aircraft can be expensive,

with MITRE estimating the costs ranging from $98,200 to $338,200 per aircraft.

Operators consider these costs when determining whether to retrofit their fleet,

especially older aircraft or aircraft they intend to replace.

For piston-engine general aviation operators, cost is the primary factor when

deciding whether to equip with ADS-B Out. Some operators cite a poor return on

investment from installing the equipment, especially on older, less expensive

aircraft ($1,500 to $2,000 for a system on a $25,000 to $40,000 aircraft), as a

reason for not installing the equipment. Since the mandate was announced,

alternative, less expensive avionics have recently come on the market that meet

the technical requirements of the mandate, making it less expensive for these

operators to equip.

Timing. While FAA gave operators nearly a decade to meet the equipage

mandate, commercial operator representatives we spoke with stated that their

long-term business planning generally involved looking forward 2 to 3 years due

to factors such as planning its operations to fit projected business cycles.

Equipping aircraft long before the deadline did not match up to this planning,

causing operators to equip closer to the deadline.

Obtaining/Certifying Equipment. Some operators, particularly small carriers or

those with older fleets, cited difficulties obtaining ADS-B Out equipment as an

obstacle towards meeting the mandate. For example, representatives at one

carrier stated they had difficulties locating a vendor that would manufacture units

for their aircraft even though they began looking for solutions 2 to 3 years before

the 2020 deadline. In addition, modifying avionic equipment requires FAA

approval via the Supplemental Type Certificate

process. In some cases this

process was taking a year or more to complete, delaying operators’ plans for

installing the required equipment.

Incentives. Starting in 2008, FAA provided incentives totaling $48 million to

commercial and general aviation operators as well as avionics manufacturers to

accelerate development of ADS-B solutions. According to an FAA official, the

Agency offered these incentives to help kick start development of solutions that

other operators could later use to equip their aircraft. For example, in 2011, FAA

provided nearly $21 million in incentives to United Airlines, Rockwell Collins, and

A supplemental type certificate is an FAA-approved modification to an aeronautical product from its original

design. The approval not only applies to the modification but also to how that modification affects the original design

of the product.

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Boeing to help develop an ADS-B solution for the Boeing 737 aircraft, which

could be used by other operators to equip similar aircraft.

In September 2016, FAA began offering a $500 rebate to owners of fixed-wing,

single engine piston aircraft who purchased and successfully installed ADS-B Out

equipment. FAA offered the rebate as a way to encourage equipage among this

group of operators. FAA made 20,000 rebates available, with approximately

12,000 rebates reserved as of April 2018 before the Agency initially closed the

program. However, given the general aviation community’s support for the

rebate, in September 2018 FAA re-opened the program for the remaining

8,000 rebates, which were all reserved by May 2019.

General Aviation Safety. Some general aviation operators and pilots cited the

safety benefits the system provides when paired with ADS-B In, which allows the

pilot to “see” the location of other aircraft flying close by, as a key reason why

they equipped with Out. In some cases, operators equipped with the technology

prior to FAA approving the Out equipage rule in 2010 for this reason.

Other Reasons. Operators and other stakeholders also cited other reasons that

factored into equipage decisions, including privacy concerns, a belief that FAA

would move the 2020 deadline, and meeting foreign equipage requirements.

Operational and Financial Considerations

Drive DataComm and PBN Equipage

Decisions

Unlike ADS-B Out, operators are not required to install DataComm and PBN on

their aircraft. Rather, operators, industry representatives, and FAA officials we

spoke with cited operational and financial factors when deciding whether to

equip their aircraft with the two technologies.

Operational Factors. DataComm increases operational efficiency and safety by

providing equipped aircraft with benefits such as decreased gate and taxi delays

and reduced communication time between pilots and controllers at equipped

airports. Based on figures provided by FAA, between June 2016 and March 2019,

air traffic control towers equipped with the system resulted in over

900,000 minutes of reduced delays, over 1.4 million minutes in communication

Other countries implemented their own ADS-B equipage requirements prior to FAA’s 2020 mandate. Operators

who flew in these countries were required to equip with the technology.

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time saved, and over 78,000 read-back errors avoided.

While operators agreed

that they realized these benefits, they could not quantify them.

Aircraft equipped with PBN technology allow operators to use procedures that

improve departure/arrival routes and reduce fuel burn, resulting in operational

enhancements and cost savings for its fleets.

Financial Considerations. Retrofitting aircraft with DataComm or PBN

technology can be expensive. For example, MITRE estimates that it costs between

$43,000 and $620,000 to retrofit an aircraft with DataComm. Operators consider

these costs when deciding whether to retrofit their aircraft with these

technologies, especially on older aircraft or aircraft they intend on retiring or

otherwise disposing of. In addition, FAA offered a financial incentive to operators

as a way to “jump start” DataComm equipage. As of September 2019, there were

2,510 aircraft that were equipped through the incentive, with approximately

$117 million set aside to fund the incentives.

Operators Are Realizing Limited Benefits

From Installing the Three NextGen

Technologies

Our interviews with operators and industry representatives, along with our

related audit work, indicate that operators are not fully realizing the anticipated

benefits they expected from installing three technologies, potentially impacting

the overall expected benefits of NextGen.

ADS-B Out. FAA stated that implementing ADS-B would result in increased

operational, cost, and safety benefits for operators and the Agency. However,

these benefits have largely not materialized. For example, FAA stated that

requiring operators to install ADS-B Out would allow for new procedures that

would reduce separation standards between aircraft in en-route and terminal

airspace, increasing capacity and operational efficiency in the nation’s skies.

According to FAA, it has initiatives ongoing that will capitalize on the operational

and safety benefits envisioned when the ADS-B program was launched. However,

it is uncertain if or when these benefits will be realized.

DataComm.

While DataComm’s program at towers has provided benefits, these

benefits are limited in part because DataComm is only offered at 62 commercial

and general aviation airports where FAA could justify a business case for

installing the system. In addition, FAA is in the initial stages of implementing the

We did not conduct tests to verify the accuracy of FAA’s DataComm benefit figures.

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system into en-route airspace, where significant additional benefits are expected.

However, technical problems, including communication and avionics issues,

halted implementation in late 2018. According to FAA, these problems, along

with the Government shutdown, contributed to further delays in introducing the

system into en-route airspace. FAA now expects these services to be fully

implemented by the summer of 2021.

PBN. Operators and industry representatives indicated that the use of high-value

PBN procedures remains low, including at large airports such as Atlanta

Hartsfield. According to FAA air traffic facility managers and air traffic controller

representatives we spoke with, one reason for this is the difficultly in separating

aircraft with varying degrees of equipage. In addition, as we reported in August

2019, the annual benefits FAA estimated for seven completed Metroplex sites

fell well short of expectations, with FAA only achieving about half of the minimum

amount that FAA initially expected when it first planned each site.

However, FAA

officials stated that the Agency has achieved other benefits that are difficult to

quantify, such as increased safety, reduced controller/pilot task complexity, and

de-conflicted air traffic routes.

While Most Operators Who Will Fly in ADS-B Out

Airspace Will Meet the 2020 Deadline, Airspace

Access Issues Remain

It is likely that most mainline and regional commercial operators along with

higher-end, turbine-powered general aviation operators who intend on flying in

airspace requiring ADS-B will meet the 2020 deadline. However, a sizable

segment of piston-engine general aviation aircraft will not be equipped, and it is

difficult to determine how many of these operators plan to equip their aircraft

with ADS-B Out. In addition, FAA does not plan on completely prohibiting non-

equipped aircraft from flying in ADS-B Out airspace. However, it has not finalized

systems and procedures needed by non-equipped operators to access this

airspace.

FAA began the Metroplex program in 2010 to increase efficiencies in congested, metropolitan areas with multiple

airports. FAA and industry have since prioritized 12 locations where improvements are expected to yield near-term

benefits.

FAA Has Made Progress in Implementing Its Metroplex Program, but Benefits for Airspace Users Have Fallen Short of

Expectations (OIG Report No. AV2019062), August 27, 2019.

AV2020014 16

Most Commercial and Turbine-Powered

General Aviation Operators Who Fly in

ADS-B Out Required Airspace Plan on

Meeting the 2020 Deadline

While it is likely that the majority of commercial and turbine-powered general

aviation operators will equip with ADS-B Out, many piston-engine operators may

not.

Commercial and Turbine-Powered General Aviation Operators. Based on our

analysis of the equipage data to date; equipage plans filed by 33 commercial

operators; and interviews with FAA, MITRE, industry representatives, and

operators, it is likely that most mainline and regional commercial operators and

higher-end, turbine-powered general aviation operators who intend on flying in

ADS-B required airspace will meet the 2020 deadline. They will do so by

accomplishing one of the following:

1. Installing compliant equipment on their aircraft. Without this technology

on their aircraft, operators would need to contact air traffic control at least

an hour in advance for flight route approval and may be denied access to

most controlled airspace without this approval.

2. Meeting the requirements of the 12555 Exemption. In August 2015, FAA

granted a one-time exemption that requires operators to install a

compliant transponder by the 2020 deadline but allows them to delay

updating their aircraft’s position source

until December 31, 2024.

Operators will need to install both avionics if they intend on flying

unrestricted in ADS-B Out required airspace.

However, some smaller commercial operators have not equipped their aircraft with

ADS-B Out, and little is known about their equipage plans. This has raised concerns

among MITRE and industry officials regarding whether these operators will meet

the 2020 deadline.

Piston-Engine General Aviation Operators. The data indicate that a sizable

segment of piston-engine general aviation aircraft will not be equipped with ADS-B

Out by the 2020 deadline. FAA officials and industry representatives we spoke with

stated that not all of these operators will equip for various reasons. For example,

A position source is avionics equipment installed on an aircraft that allows its location to be tracked.

Operators needed to submit a request for each aircraft covered by the Exemption by August 1, 2018. At that time

they also needed to submit an equipage plan, updated annually, explaining how and when each aircraft will meet the

equipage requirement by December 31, 2024.

AV2020014 17

many do not fly, or they rarely fly, in airspace requiring ADS-B Out or rarely fly their

aircraft at all.

In addition, it is difficult to determine how many of these operators plan to equip

their aircraft with ADS-B Out. FAA’s total estimated figure for this group includes

aircraft listed in the Agency’s aircraft registry, yet some may not have flown in

years. FAA, MITRE, and industry officials also stated that it is uncertain how many

of these operators actually intend to equip, though those who fly near major

metropolitan areas or in airspace requiring ADS-B Out will be more likely to

equip.

Non-Equipped General Aviation Aircraft. For general aviation operators who

have not yet equipped, they plan on:

• Equipping their aircraft either before or after the deadline,

• Not flying or rarely flying in airspace requiring ADS-B Out, or

• Not equipping with the technology, especially on older aircraft whose

value is relatively low.

However, operators may face challenges if they intend on installing the system

before the deadline. Maintenance shop operators and their representatives stated

that available space to install the equipment was filling up fast, with some owners

not willing to accept customers if it meant turning away other, more profitable

projects such as full aircraft overhauls. As a result, operators may wait until after

the deadline passes before equipping their aircraft.

FAA Has Not Finalized Systems and

Procedures Needed by Non-Equipped

Aircraft To Access ADS-B Airspace

In an April 1, 2019, Federal Register notice, FAA reconfirmed its policy requiring

non-equipped operators to receive approval at least 1 hour prior to flying in

ADS-B Out required airspace. The Agency stated that it does not intend to adjust

its operations to accommodate non-equipped aircraft and that air traffic control

is more likely to deny access to non-equipped aircraft without this approval,

especially at busy slot-controlled and capacity-constrained airports. In addition,

FAA intends to impose civil penalties on operators who repeatedly operate non-

equipped aircraft without proper authorization.

AV2020014 18

FAA continues to work with operators, mainly through the Equip 2020 Working

Group,

to address potential issues prior to the mandate taking effect. However,

with the deadline approaching, the Agency has not finalized systems needed by

non-equipped operators to access ADS-B Out airspace.

Pre-Flight Availability/Back-Up Surveillance. Operators intending to fly in

ADS-B Out airspace with non-equipped aircraft or legacy GPS position sources

must first determine whether backup surveillance is available for their proposed

route using FAA’s Service Availability Prediction Tool (SAPT)

within 24 hours of

departure. Once receiving approval from SAPT, operators can fly the designated

route without violating the ADS-B Out rule even if there is a planned or

unplanned GPS outage. In the event of a scheduled GPS or SAPT outage, FAA will

issue a Notice to Airmen informing operators of these issues and will not initiate

enforcement actions against them.

While FAA has communicated this policy to operators, it is still finalizing the

guidance for using SAPT, and is not planning to issue updated guidance to

operators until the beginning of 2020. In addition, some operators are concerned

that they are not receiving timely notification from FAA regarding planned GPS

outages or more detailed guidance regarding in-flight GPS degradation. Further,

there is not a mechanism in place for FAA to detect GPS deviations automatically.

Rather, it will have to review them manually, which takes longer to notify

operators of any potential issues.

ADS-B Deviation Authorization Pre-Flight Tool (ADAPT). FAA is developing a

web-based system called ADAPT so that non-equipped operators can request

authorization to fly in ADS-B required airspace. However, FAA must successfully

test and deploy the system before its planned implementation in December 2019,

just before the mandate takes effect. In addition, the Agency also must develop

procedures and guidance and provide it to operators so they can train their

personnel on the system.

Established in 2014, the Equip 2020 Working Group is a joint FAA/industry committee charged with addressing the

challenges surrounding equipage, including its availability, cost, and policy considerations.

This includes aircraft equipped with Selective Availability (SA)-On or SA-Aware GPS receivers, which do not meet

the technical requirements called for in 14 CFR § 91.227. However, operators equipped with SA-Aware and who

received a 12555 Exemption do not have to determine whether backup surveillance is available through 2024.

SAPT provides operators with information regarding the availability of GPS services along their planned route of

flight and whether back-up surveillance is available.

AV2020014 19

Conclusion

FAA’s NextGen initiative has the potential to significantly enhance the efficiency

and capacity of our National Airspace System. However, NextGen’s success

depends in part on whether aircraft will equip with the key technologies

necessary to achieve advanced capabilities, including ADS-B. While operators

were initially slow to equip their aircraft with ADS-B Out, most who intend on

flying in ADS-B Out airspace will be equipped in time to meet the 2020 deadline.

However, with the mandate fast approaching, it is critical that FAA implement the

systems necessary so that operators have access to the systems and procedures

they need to operate in the National Airspace System.

Recommendations

To provide operators with the necessary systems and procedures they need to

access ADS-B Out required airspace regardless of their equipage status, we

recommend that the Federal Aviation Administrator:

1. Complete publication of the FAA advisory circular that formalizes interim

guidance regarding the Service Availability Prediction Tool.

2. Analyze the feasibility of developing automated systems to provide

operators with more timely information regarding GPS issues, such as

outages and degradations, and if feasible, implement them.

3. Identify remaining steps and target action dates for completing the ADS-B

Deviation Authorization Pre-Flight Tool system, as well as contingencies if

the system is not operational by the 2020 deadline.

Agency Comments and OIG Response

We provided FAA with our draft report on November 8, 2019, and received its

response on December 6, 2019, which is included as an appendix to this report.

FAA concurred with recommendations 1 and 3 as written and provided

appropriate actions and completion dates.

The Agency did not concur with recommendation 2, stating that it already has

mechanisms in place that will notify the aviation community when service

outages and degradations occur. It also noted that an investment in an additional

system would be redundant and an inefficient use of resources. Based on its

AV2020014 20

response, we believe that the Agency has considered the feasibility of developing

automated systems as noted in recommendation 2. We consider this

recommendation resolved and closed.

Actions Required

We consider recommendations 1 and 3 resolved but open pending completion of

FAA’s planned actions. We consider recommendation 2 resolved and closed.

Exhibit A. Scope and Methodology 21

Exhibit A. Scope and Methodology

We conducted this performance audit between June 2018 and November 2019 in

accordance with generally accepted Government auditing standards as

prescribed by the Comptroller General of the United States. Those standards

require that we plan and perform the audit to obtain sufficient, appropriate

evidence to provide a reasonable basis for our findings and conclusions based on

our audit objectives. We believe that the evidence obtained provides a

reasonable basis for our findings and conclusions based on our audit objectives.

Our objectives were to: (1) determine the equipage rates for ADS-B and other

NextGen-enabling technologies on commercial and general aviation aircraft;

(2) ascertain the reasons behind aircraft operators’ decisions to equip or not

equip with these technologies; and (3) assess FAA and aircraft operators’ plans to

meet the 2020 ADS-B Out equipage deadline. We focused on installation of three

NextGen technologies on commercial and general aviation aircraft: (1) ADS-B

Out, (2) DataComm, and (3) PBN.

To determine the equipage rates for each of the technologies, we analyzed

equipage data provided by FAA and MITRE for domestic commercial,

international, and general aviation operators.

To determine the reliability of the

data, we interviewed representatives from FAA’s NextGen and Flight Standards

offices, MITRE, and Harris Corporation regarding how the data are collected and

analyzed for the three technologies. We reviewed documentation provided by

these entities detailing the systems used to compile the data and the controls in

place to ensure the integrity of the data. In addition, for the ADS-B Out equipage

figures, we compared the data provided by FAA and MITRE with data from FAA’s

public ADS-B Out equipage website. We determined that while there are slight

differences between these figures, the differences were due to different timelines

and timestamps. Finally, during our site visits we asked air carriers to validate the

ADS-B Out and PBN equipage figures for their fleets. Overall, the operators

stated that the data was accurate or close to their figures. As a result, we believe

this data is reliable for the purpose of this audit.

To determine the reasons behind aircraft operators’ decisions to equip or not

equip with the NextGen technologies, we interviewed officials from commercial

carriers, individual general aviation operators, and flight schools regarding the

reasons why their aircraft were or were not equipped. These interviews were done

during our site visits and as well over the phone. We also spoke with

organizations representing commercial carriers, general aviation operators, and

While equipage data for other types of operators, such as government and Department of Defense operators, was

available, we did not analyze it because it fell outside of the scope of our audit.

Exhibit A. Scope and Methodology 22

repair stations, as well as individual aircraft maintenance providers regarding their

observations as to why operators were or were not equipping with these

NextGen technologies. In addition, during our site visits we met with FAA

representatives about the Agency’s use of these NextGen technologies in its

operations and how operators’ equipage decisions impact their use.

To assess FAA’s and aircraft operators’ plans to meet the 2020 ADS-B Out

equipage deadline, we reviewed FAA regulations and policy statements related to

the ADS-B Out mandate, including how the Agency plans to grant airspace access

to equipped and non-equipped operators. We also reviewed equipage plans for

all 24 commercial air carriers that initially filed under FAA‘s 12555 Exemption

order to determine how these commercial operators planned on meeting the

2020 mandate. In addition, we interviewed FAA officials, commercial carrier

representatives, individual general aviation operators, aircraft maintenance

providers, and related industry trade associations regarding operators’ plans for

meeting the deadline. Finally, we attended FAA forums, such as Equip 2020

meetings, to gain insights on FAA and industry concerns surrounding the

mandate and FAA’s plans to mitigate barriers that were identified.

For objectives 2 and 3, we spoke with or contacted 178 individuals or

organizations to obtain information regarding equipage and their views on this

subject. They included representatives from FAA, MITRE, commercial air carriers,

individual general aviation operators, aircraft maintenance providers, and related

trade associations. See exhibit B for a list of organizations visited or contacted for

this audit.

We conducted a survey of 61 small commercial operators in an attempt to gain

insights regarding their aircrafts’ equipage status, for the 3 NextGen

technologies, the reasons why they are or are not equipping, and their plans for

meeting the 2020 ADS-B Out mandate. However, only 15 operators responded to

the survey. Due to the low response rate, we did not include the results of the

survey in our report but did review the responses to gather additional insights

regarding operators’ equipage decisions.

Exhibit B. Organizations Visited or Contacted 23

Exhibit B. Organizations Visited or Contacted

Federal Aviation Administration –

Headquarters

Air Traffic Organization

Aviation Safety – Flight Standards Service

Aviation Safety – Aircraft Certification Service

Office of NextGen – ADS-B Program Office

Office of NextGen – Data Communications (DataComm)

Office of NextGen – Performance Based Navigation (PBN)

Office of NextGen – Technology Development and Prototyping

Federal Aviation Administration – Air

Traffic Control Facilities

Dallas Love Field Airport Air Traffic Control Tower

Dallas/Ft. Worth International Airport Air Traffic Control Tower

Atlanta Terminal Radar Approach Control Facility (TRACON)

Airlines

American Airlines

AmeriJet International Airlines

Atlas Air

Delta Air Lines

JetBlue Airlines

Lynden Air Cargo

Miami Air International Airlines

Exhibit B. Organizations Visited or Contacted 24

Southwest Airlines

Spirit Airlines

World Atlantic Airlines

Other Organizations

Aircraft Electronics Association (AEA)

Aircraft Owners and Pilots Association (AOPA)

Airlines for America (A4A)

Aeronautical Repair Station Association (ARSA)

Atlanta Regional Airport (Falcon Field), Peachtree City, GA

Avionics 1

, Dallas, TX – Avionics Repair and Installation

Duncan Aviation, Ft. Lauderdale, FL

Experimental Aircraft Association (EAA)

Embry-Riddle Aeronautical University

General Aviation Manufacturers Association (GAMA)

Gulfstream Aerospace

Harris Corporation

Jet Center MFR, Medford, OR

Liberty University School of Aeronautics

MITRE Corporation

National Air Carrier Association (NACA)

National Business Aviation Association (NBAA)

Paulding Northwest Atlanta Airport (Silver Comet Field), Dallas, GA

Regional Airline Association (RAA)

Select Avionics, McKinney, TX – Avionics Repair and Installation

Wayman Aviation Flight School (North Perry Airport), Pembroke

Pines, FL

Exhibit C. List of Acronyms 25

Exhibit C. List of Acronyms

ADAPT ADS-B Deviation Authorization Pre-Flight Tool

ADS-B Automatic Dependent Surveillance-Broadcast

DataComm Data Communications

DOT Department of Transportation

FAA Federal Aviation Administration

GPS Global Positioning System

NextGen Next Generation Air Traffic Transportation System

OIG Office of Inspector General

PBN Performance-Based Navigation

RNAV Area Navigation

RNP Required Navigation Performance

SAPT Service Availability Prediction Tool

Exhibit D. Description, Expected Benefits, and Required Equipment for NextGen Technologies 26

Exhibit D. Description, Expected Benefits, and Required Equipment for

NextGen Technologies

NextGen

Technology Description Expected Benefits

Equipment Mandated to

Be Installed on Aircraft Required Equipment

Automatic

Dependent

Surveillance-

Broadcast

(ADS-B)

A surveillance system that uses satellite-based technology,

including global positioning systems (GPS), and a network of

ground stations to transmit aircraft position information more

frequently and accurately than ground-based radars. The

system consists of two services: ADS-B Out, which aircraft

broadcasts its flight position to controllers on the ground; and

ADS-In, which displays another aircraft’s position and flight

information in the cockpit.

Provide controllers and pilots with

faster updates of important flight

information, such as aircraft

identification, position, altitude,

direction, and speed. When

operational, it can lead to increased

safety and operational efficiencies,

such as reduced separation standards.

Yes – Per Title 14, Code of

Federal Regulations,

Sections 91.225 and

91.227, aircraft flying in

most controlled airspace

must be equipped with

ADS-B Out technology by

January 1, 2020.

ADS-B Out: A qualified Global Navigation Satellite System

(GNSS) position source, an Out-capable transponder

(1090ES or UAT depending on the aircraft), and an

appropriate antenna.

Under FAA Exemption No. 12555, operators can opt to not

update their aircraft’s position source until December 31,

2024 but must install an Out-capable transponder by the

2020 deadline. They must provide FAA with a plan for how

they will meet the position source requirements.

ADS-B In: Is not mandated to be installed on aircraft. It

requires additional avionics, such as TCAS, and a cockpit

display showing surrounding traffic.

Data

Communications

(DataComm)

Provides a direct link between ground automation and flight

deck avionics for flight clearances, traffic flow management,

flight crew requests, instructions, and other communications.

Reduce the impact of ground delay

programs, airport reconfigurations,

convective weather, and congestion.

Enables enhanced services for re-

routes and changes in trajectory

operations. Diminish the

environmental footprint due to

reduced fuel burn and emissions

through delay savings. Improve safety

by reducing the number of

readback/hearback errors that occur

today over voice.

No. A Future Air Navigation System (FANS) 1/A compliant

communication avionics system and a VHF Data Link Mode

2 (VDL Mode 2) radio to transmit messages.

Performance Based

Navigation (PBN)

An advanced, satellite-enabled form of air navigation that

provides for greater route precision and accuracy. There are

two types of PBN procedures: Area Navigation (RNAV), which

allow aircraft to fly any desired flight path without the

limitations imposed by ground-based navigation systems; and

Required Navigation Performance (RNP), which adds

monitoring and alerting capabilities that allow aircraft to fly

more precise flight paths.

Increase airspace efficiency by

providing more direct flight paths,

thereby increasing airspace capacity,

improving airport arrival rates,

enhancing controller productivity,

saving fuel, and reducing aircraft

noise.

No. On-board avionics equipment, including technologies such

as GNSS, which allow aircraft to fly PBN procedures. While

both RNAV- and RNP-equipped aircraft must meet federal

certification standards, a RNP-equipped aircraft’s navigation

system allows the operator to monitor the aircraft’s

performance in meeting the requirements to fly a RNP

procedure.

Exhibit E. Photos of ADS-B Out Avionics 27

Exhibit E. Photos of ADS-B Out Avionics

Figure E-1. ADS-B Out

Capable Transponder

Figure E-2. GPS Position Source

Figure E-3. ADS-B Capable Antenna: Top and Bottom

Source: Photos provided to OIG by a commercial air carrier

Exhibit F. ADS-B Out by Aircraft Operation/Type: May 2018 to October

2019 28

Exhibit F. ADS-B Out Equipage by Aircraft

Operation/Type: May 2018 to October 2019

Figure F-1. ADS-B Out Equipage: Commercial Mainline Aircraft

1,595

4,485

1,000

2,000

3,000

4,000

5,000

Est. Number to Equip: 4,847

Figure F-2. ADS-B Out Equipage: Commercial Regional Aircraft

552

1,585

500

1,000

1,500

2,000

Est. Number to Equip: 1,792

Exhibit F. ADS-B Out by Aircraft Operation/Type: May 2018 to October

2019 29

Figure F-3. ADS-B Out Equipage: Commercial Other Aircraft

330

150

225

300

375

450

525

Est. Number to Equip: 527

Figure F-4. ADS-B Out Equipage: International Aircraft

1,350

6,507

2,000

4,000

6,000

8,000

10,000

Est. Number to Equip: 9,296

Note: Prior to the December 2018 reporting period, MITRE adjusted the way it reported

international equipage figures to be more in-line to FAA’s reporting. This change is

reflected in the December 2018 figure and onward.

Exhibit F. ADS-B Out by Aircraft Operation/Type: May 2018 to October

2019 30

Figure F-5. ADS-B Out Equipage: Turbojet & Turboprop General

Aviation Aircraft

8,510

15,919

5,000

10,000

15,000

20,000

25,000

Est. Number to Equip: 22,289

Figure F-6. ADS-B Out Equipage: Single & Multi-Piston Engine

General Aviation Aircraft

31,500

56,485

25,000

50,000

75,000

100,000

125,000

Est. Number to Equip: 120,390

Source: FAA/MITRE

Exhibit G. Major Contributors to the Report. 31

Exhibit G. Major Contributors to This Report

ROBIN KOCH PROGRAM DIRECTOR

FRANK DANIELSKI PROJECT MANAGER

MICHAEL BROADUS SENIOR ANALYST

MY LE SENIOR ANALYST

NICHOLAS FORD ANALYST

PETRA SWARTZLANDER SENIOR STATISTICIAN

GEORGE ZIPF SUPERVISORY MATHEMATICAL

STATISTICIAN

FREDERICK SWARTZBAUGH ASSOCIATE COUNSEL

AUDRE AZUOLAS SENIOR TECHNICAL WRITER

Appendix. Agency Comments 32

Appendix. Agency Comments

Federal Aviation

Administration

Memorandum

Date: December 6, 2019

To: Matthew E. Hampton, Assistant Inspector General for Aviation Audits

From: H. Clayton Foushee, Director, Office of Audit and Evaluation, AAE-1

Subject: Federal Aviation Administration’s (FAA) Response to Office of Inspector General

(OIG) Draft Report: Next Generation (NextGen) Equipage – Automatic Dependent

Surveillance-Broadcast (ADS-B) Out Equipage Rates Are Increasing, but FAA Must

Address Airspace Access Issues

The FAA is committed to collaboration with all aviation stakeholders in the modernization of

the National Airspace System (NAS) infrastructure. This collaboration, and the resulting

implementation of new infrastructure, has resulted in the successful deployment of ADS-B,

Data Communications (Data Comm) and Performance Based Navigation (PBN). Enhancements

include 5 NM of separation through the NAS, reduced delays, and a reduction in

communication errors. Future enhancements will further increase user benefits. These include:

• Tower Data Comm now operational at 62 air traffic control towers across the country,

saving time and reducing delays and fuel consumption for equipped aircraft. In the

next year, Data Comm will come online for communication between en route

controllers and pilots, providing additional benefits. These are the primary airports,

which account for a significant portion of NAS Operations.

• PBN procedures have been deployed across the NAS, leveraging satellite-enabled

technology to create precise, repeatable, predictable, and efficient 3-D flight paths.

More than 9,600 PBN routes, departure, arrival, and approach procedures across the

NAS have been published by the FAA. Eight Metroplex projects have been completed

resulting more effective airspace optimization

• The ground infrastructure for ADS-B is complete, with 634 ground stations throughout

the NAS, providing more accurate, higher update rates for surveillance of aircraft.

The FAA offers the following additional context for some of the statements in the report:

• OIG states that general aviation (GA) operators have been slow to equip with ADS-B

avionics, but the overall number of expected installations includes operators who have

the flexibility to alter their operations in such a way that they can effectively avoid the

Appendix. Agency Comments 33

immediate need for ADS-B equipage. This fact more clearly explains GA equipage

rates.

• The report states that FAA should “have the necessary systems and procedures in place

so operators can access ADS-B Out required airspace regardless of their equipage

status.” As the OIG acknowledges, we are developing the ADS-B Deviation

Authorization Pre-Flight Tool (ADAPT). The use of ADAPT is mandatory to aircraft

operators seeking to operate aircraft that are not equipped with ADS-B out equipment

in ADS-B Airspace after January 1, 2020.

FAA has reviewed the draft report and concurs with recommendations 1 and 3 and plans to

complete actions for both recommendations by December 31, 2019.

We do not concur with Recommendation 2 to analyze the feasibility of developing automated

systems to provide operators with more timely information regarding Global Positioning System

issues, such as outages and degradations. As the OIG acknowledges, we have the Notice to

Airmen (NOTAM) and Service Availability Prediction Tool (SAPT) in place as mechanisms that

will notify the aviation community when service outages and degradations occur. The NOTAM

system acts as the focal point for disseminating relevant NAS operational limitations, outages,

and/or deficiencies. An investment in an additional system would be redundant and an

inefficient use of resources.

We appreciate this opportunity to respond to the OIG Draft Report. Please contact H. Clayton

Foushee at (202) 267-9000 if you have any questions or require additional information about

these comments.

Our Mission

OIG conducts audits and investigations on

behalf of the American public to improve the

performance and integrity of DOT’s programs

to ensure a safe, efficient, and effective

national transportation system.